Good Idea, :bow:
I was just looking for clearance the first time around ,
I'll take another look at them and touch up any sharp edges !!

 

Chris,
Yeah, I did that, and the 5.7L ARP bolts came back at 45 ft/lbs (seemed low)
and the 6.1L ARP bolts came back at 65 ft/lbs , then I remembered that this is an ATK/ SCAT stroker setup , with SCAT H-beam rods, so I looked up the rods they used on the Scat site , figured out that they use 7/16" ARP/(scat 51 ?) bolts, looked up the 7/16 bolts and they have 2 values that I found, one at 63ft/lbs and another at 66 ft/lbs ,
So I emailed Scat and ATK and am awaiting the answer from one of them.

I can't remember who said they ran into an ATK motor that a couple of Rod Bolts were not torqued down properly , but, I think they caught it .

I just want to make sure that they are torqued right, I don't want to over tighten them, so I was going to set my torque wrench to 75-85% of the final value,
Figure if they got them that far they went all the way.
Thank You

 

I called Scat to get the torque #'s for the rod bolts, and talked to John, in customer service, he was very helpful and courteous . He also informed me the
Scat 51 on the head of the bolt was the lot number
Rod Bolt torque = 63 ft/lbs
All Rod Bolts checked out :thumb:
Have a Great Memorial Day Weekend everyone !

 

I also want to personally thank all of our Military Vets for there service
Thank You

:79:

 

I don't know if we are allowed to gripe about a websites customer service BUT
I phoned/talked to Jegs last Sunday 5/12, and they said send some photos of the damaged timing set, so I did , sent them that day to the particular customer service person I had talked to, 2 days go by and nothing,
So I sent a reminder email to the particular customer service person, plus another to general customer service, informing them of the damage. ..........
Crickets ..................................................................................

Well it's Friday, been a week and nothing from Jegs. I even sent an email to Howards Cams, they said "return to JEGS" at least they answered me.

Anyway I didn't want to wait any longer for the package to go to JEGS, then wait for there RULING, then wait for them to eventually issue a replacement, then wait for that to eventually show up.

So I ordered the same timing set from Summit , and sent an email along warning them of the packaging deficiencies.

 

I'd call and tell them you nolonger require the part from them and request a refund for the damaged part.

 

Oops,
I forgot to mention that part , I did end up doing that very thing, I had just got the return packaging done when I posted that comment , I needed to blow off a little steam.

 

Hi Guys,
I'm getting ready to clearance the windage tray ,
What kind of clearance do I need ?
Would .250" work ???

 

Just dent it so it doesn’t hit the crank. A few well placed ball peen hammer wacks on a sand bag or towel and you will be good to go

 

392 Stroker Windage Tray / Oil Pan Gasket Modifications
So over the weekend I decided to Clearance my windage tray/oil pan gasket .
It's easy enough but there are a couple of things I wanted to point out ,
I have the ARP Main Studs , and I had to clearance the studs first to get the pan to lay properly in the first place BEFORE rotating to find where the bolts hit.

The Lower Right corner shows AFTER clearancing

 

After clearancing the studs I rotated the crank to make my marks on the tray,
photo 1

then it's just a matter of choosing how the get your clearance, I have a 392 stroker , using a SCAT 4.050" crank , so I didn't need that much, and chose to just dent it out , some larger strokes may choose to cut out that portion of the windage tray, but that seemed to defeat the purpose of the windage tray, TO ME :facepalm:
I then set about to find the APPROPRIATE tools for the job , after a couple of hours of searching my garage, and trying a few idea's out on OLD tray, I came up with this unlikely combination

Considering MOST of my tools are on 2 Jobsites each over 2 hours away I felt pretty lucky finding something that worked as well as they did.

 

After doing that worked I checked the clearance again and found one more area needing attenion , forward by rod bolt #2 , I am debating on trying to pound it or just cut it out , on the 6.1 and 6.4 trays they cut out that big bulge .
(Located below the bolt in the photo)

 

Woops forgot photos

 

I also added some drainback holes to the clearance channels.

 

I decided to cut out that area , the area was too close to the sealing gasket, in my opinion, and could have warped the gasket part of the windage tray.
here are the before and after photos

 

And after I got that one clearanced , I noticed a couple more area's that could use a little hammerin' ,
Before and after photo's

 

Nicely done...

 

So Here's a photo of the Windage Tray , all done , for those interested the channels are about .080" deep , plenty of clearance for the rod bolts .

 

Looking good..

 

:thumb:

 

Getting ready to order head bolts or studs ,
Question: How hard is it to get the heads off with studs ?
(when the motor is in the vehicle !)

 

You remove the studs and the heads come off same as if it used bolts.

 

So I'm getting ready to drop my heads off , I spent the last week researching the various options , and this build is a going to be a Daily/Weekend driver . So I am going with the 03-08 Open Chamber 5.7 heads , (besides had a set laying around) I am going for just over 10:1 CR on this NA motor,
I checked the Quench Pad Depth (shaded area) on my heads and my minimum depth is about .050" , ranged from .050" to .060" , assuming a .025" milling (yes, I'm leaving some on the table) that leaves a minimum quench depth of .025"
Using a .030" Cometic gasket , and factoring in that the piston deck height is .003" (MAX) that leaves me with a Piston to Head clearance of at least .052"
That should give me a CR of about 10.2:1

 

What did you decide about port work?

 

I'm going for the exhaust porting, and bowl work on both intake and exhaust, photo's below are of the exhaust porting